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(No Model.) v 3 Sheets-Sheet '1. 0. BROWN. RAILWAYJRUNNING GEAR.

Patented June 5,1883.

N. PEYERS. PhumLhhcgraphcrv Wastingim. D. C.

(No Model.) 3 Sheets-Shee1; 3.

0. BROWN. RAILWAY RUNNING GEAR. No. 278,770. Patented June 5,1883

N. PETERS. Phuw-mha n her, Wlshmgwm D. C

PATENT Fries.

CHARLES BROWVN, OF \VINTERTHUB, SIVITZERLAND.

RAILWAY RUNNING-GEAR.

SPECIFICATION forming part of Letters Patent No. 278,770, dated June 5,1883.

7 Application filed April 25, 1883. (No model.) Patented in France October 14, 1881310151570.

To all w/wm it may concern:

} tive on a larger scale.

Fig. 4 is a plan of the Be it known that I, CHARLES BROWN, a sub- 1 locomotive and the running-gear of the car,

ject of the Queen of Great Britain and Ireland, residing at \Vinterthur, in the Republic of Switzerland, have invented a. new and useful Improvement in Railway Running-Gear, of which the following is a specification.

The use of locomotives of the ordinary types upon street railways or tramways is objectionable for many reasons. Both their first cost and the expense of working them are very great, and they are entirely wanting in that suppleness which is necessary to enable them to pass short curves and over irregular tracks,

and which characterizes animal traction.

The object of my invention is to provide a locomotive which shall have the qualities necessary for use upon street railways or tramways, and by the use of which cars can be operated'on such railways or tramways at less expense than is possible when using animal traction, and at a much greater speed.

By my invention I give to the locomotive and streetcars a flexibility and suppleness nearly as great as with animal tract-ion, and without the many disadvantages incident to animal traction. I reduce very materially the outlay for plant and the space necessary for stabling, and generally insure agreater revenue with less outlay than when using animal traction.

In carrying out my invention I make use-of any known construction of motor and any known motive agent, be it steam, water, compressed air, gas, or electricity. By my invention I greatly reduce the rolling resistance as compared with locomotives of ordinary construction, and I can therefore use motors and motive agents which cannot be employed with I i l locomotives of the ordinary type.

The natureof my invention will be clearly understood from the following description and the accompanying drawings.

In the drawings, Figure l is an elevation of my improved locomotiveand atram-car having articulated or radial axles connected with the locomotive according to my invention. Fig. 2 is a plan of the locomotive and the running-gear of the car. Fig. 2 is a detail view illustrating pait of the connect-ions between the locomotive and car. Fig. 3 is alongitudinal section of the driving-shaft of the locomotween the locomotive and car.

showing a modified form of connections be- Fig. 5 is an elevation of the locomotive and a sectional elevation of a car having non-articulated or sponding parts in all the figures.

The locomotive has but one axle and one pair of wheels, which are the driving axle and wheels. The wheels run loose on the axle, but are compelled to turn with it by differential gearing, hereinafter described, so that each wheel is free to describe the distance necessary to run correctly in passing curves, as is common in traction-engines. The center of gravity in the whole locomotive is near the axle, but very slightly in rear of it, so that when the en gine is uncoupled from the train it will rest on two small trailing wheels, as well as on its driv'ingwheels, and may be handled readily, like any other two-wheeled vehicle. These trailing wheels are, however,raised-out of congine is coupled to the car and in use.

A designates the sole axle in the locomotive, which constitutes the driving-axle. It is best shown in Fig. 3. At about the middle of its length it carries differential bevel-wheels a a, which gear with similar wheels, (4 a, forming part of the hollow axles 'A, to which the driving-wheels A are attached.

On the ends of the axle A are secured chainwheels A, which receive drivingchains 0, serving to transmit motion from the chain pinions 0 on the main shaft 0 of the engine 0. The pinions c are of different diameters, as

tact with the track and are idle when the en- 4 shown in Fig. 2, so as to bring the power of v tube or pipe, E.

nected with the locomotive, and projects rearward therefrom at a right angle to the drivingaxle A. "\Vhen the locomotive is uncoupled from the car it rests upon the driving-wheels A and also lightly on the small trailing wheels A; but by lifting the pole D the trailing wheels A* can be lifted off the ground, and by means of the pole the engine can be easily manipu lated, as can any two-wheeled vehicle.

In Figs. 1. and 2 the pole D is furnished with a buffer-disk, (7, which bears againstthe mouth of a trumpet-shaped directing and coupling This tube or pipe is pivoted at e to a lever, F, which is fulcrumed at one end by a pin, on which it is free to swing, and which is fixed to the body of the car, and at the other end it is free to slide in a segmental guide-piece, 7', also fixed to the car frame. This lever F is constructed with a yoke, 6', through which the tube or pipe E is received, and wherein it is pivoted by the above-described pin 0, as shownin Fig. 2*.

The engine is represented in Figs. 1, 2, and 4 as coupled to the car by means of the forked couplingbar g and pin (1, which passes through the coupling-bar g, the tube or pipe E, and the pole D, as best shown in Fig. 1. N ow, from an inspection of Figs. 2 and 4: it is evidentthat the-forked coupling-bars g 9, being pivoted tothe running-gear fr'ames G, which are capable of-turning about the pivots g g, which connect said frames with the body of the car, and said frames being further connected or articulated together by the levers g" y and the link 9, so that they will turn in opposite directions, will cause all the axles and wheels of the train when it strikes a curve to assume proper positions for passing the curve correctly.

At the rear end of the car shown in Figs. 1 and 2 is a second directing tube or pipe which is pivoted in a lever, F, attached to the car, as before described, and also connected by a forked coupling-bar, g, with the running gear frame G; hence the coupling-pole D may be connected with either end of the car.

In Fig. at I have dispensed with the directing-tube E, and employ two inclined converging cheeks, E E, which grasp the pole 011 the sides at e, where the tangent linefrom the point of intersection of the axle A with the curve intersect a line drawn through the pivots g of the two running-gear frames G. These inclined and converging cheeks E thereforeaccomplish the same result as the directing tube or pipe E shown in Figs. 1 and 2.

Figs. 5 and 6 show my invention applied to a car with parallel non articulated axles,

which are indicated by the dotted lines s. In thisfcase the pole D is carried between two parallel bars 00:10, placed near to one of the axles, so as to bring the weight supported by the pole to bear 011 the car in proximity to the axle. The wheel-base in this car is necessarily shorter than in a car having articulated or radial axles.

The two inclined and converging cheeks E embrace the pole laterally at the point of in tersection c ofthe tangent line from the point of intersection of the engine-axle with the curve with a line drawn through the centers of the car-axles where they intersect the curve. In this case the inscription of the wheels is only approximately correct. The coupling in this case is effected by the coupling-bar y hinged to the car-frame at y, and coupled to the pole D by the coupling-pin (1.

It will be observed that the two inclined and converging cheeks E form a directing-guide the equivalent of the tube E.

Having fully described my invention, what I desire to claim and secure by Letters Patent 1s 1. The combination, with a locomotive haw ing a single axle and a pair of wheels which constitute the driving-axle and wheels, of a directing-pole projecting rigidly from the 10- comotive and adapted to be coupled with a car, substantially as herein described.

2. The combination, with a locomotive having a single axle and a pair of wheels which constitute the driving-axle and wheels, and also having a pole projecting rigidly from it, of a car provided with a directing guide to which said pole is fitted, substantially asherein described.

3. The combination, in a locomotive, of a single axle and a pair of wheels which constitute the driving axle and wheels, a directing-pole projecting from the locomotive, and a boiler and engine located on opposite sides of said axle and inclined toward each other, substantially as herein described.

l. The combination of the locomotive pro vided with the pole D, the tram-car provided with the articulated axle-frames G and with the lever F, the directing tube or guide E, pivoted to said lever F and receiving the pole, and the forked coupling g, connecting said tube or guide with the axleframe, substantially as herein described;

CHARLES BROYVN.

\Vitnesses:

J0. SAISNINGER,

J OHN FREY. 

